Gasolene-engine.



M. B. & S. T. BATES.

GASOLENB ENGINE.

APPLIGATION FILED 1111111.10, 1913.

1,129.3?5, Patented Feb. 23, 1915.

2 SHEETS-SHEET 1.

THE MORRIS PETERS CQ., PHnrn-l VIHO.. WASHINGTUN. D. CA

M. Bfr, S. T. BATES.

GASOLENE ENGINE.

APPLIOATION FILED MAR. 1o, 1913.

z SHEETS-SHEET 2.

oo 2 .w F d e LIU H e t a P annu/Wow 509mm@ I." aviles? THE MORRIS PETERS C0.. PHOTO-LITH., WASHINGTON. D. f

- ai r MPrn srarn rar orio.

MILTON' IB. BATES AND SAMUEL T. BATES, 0F HOHENWALD, TENNESSEE;

GASOLENE-ENGINE.

Maaate.

Specification of Letters Patent. l

Patented Feb. 23, 1915.

Application led March 10, 1913. Serial No. 753,392.

To all whom it may concern Be it known that we, MILTON B. BATES and SAMUL T. BA'rns,citizens of the United States, residing at Hohenwald, in the county of Lewis and State of Tennessee, have invented a certain new and useful Gasolene- Engine, of which the following is a specification.

This invention relates to internal combustion engines of the type employing, in connection with a single cylinder, a pair of oppositely moving pistons geared to a common crank shaft,` whereby the movement of both pistons is transmitted to said shaft.

'One object of the invention is to provide, in connection with the exhaust valve of an engine, means deriving its motion from the crank shaft for operating said exhaust valve to open and close the same periodically, combined with means controlled by a suitable governor for holding the exhaust x valve open, when the speed of the engine exceeds a predetermined point.

A further object of the invention is to provide latch mechanism for holding the exhaust valve open, said latch mechanism being controlled by a governor in accordance with the speed of the engine, combined with means for diminishing or increasing the resistance of the movement of the latch mechanism, whereby the engine may be set to operate at any desired speed.

. A further object of the invention is to provide `a novel arrangement of driving mechanism between the governor and the exhaust valve and igniter, whereby the operation of the exhaust valve and igniter may be properly timed and adjusted with reference to the position of the pistons.

With' the above and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated in they accompanying drawings, and pointed out in the claims hereunto appended.

Tn the drawings: Figure 1 is a side elevation of a stationary internal combustion engine, embodying the present invention. Fig. 2 is a plan view of the same. Fig. 3 1s a detail vertical section on an enlarged scale, on the line 3 3 of Fig. 1, showing the governor mechanism and parts `intimately associated therewith. Fig. 4: is a detail vertical section yon the line 4-4 of Fig. 1, illustrating the latch mechanism and tension device.

Fig. 5 is a detail elevation, partly in section, on the .line 5-5 of Fig. 3, showing the igniter mechanism. Fig. 6 is a detail vertical section on the line 6 6 of Fig. 5.

Referring primarily to Figs. 1 and 2, the engine is shown as comprising a bed or foundation 1, superimposed upon which is the engine base 2 bolted or screwed thereto, as indicated at 3. The base 2 is provided adjacent to one end thereof with upstanding pillow blocks 4, four of which are shown in the plan viewFig. 2, the same forming bearings for a crank shaft 5.

The crank shaft 5 is shown as provided with one or more fly wheels 6, and a belt pulley 7, and is also provided with a centrally located crank 8, and a pair of cranks 9 located at opposite sides of the central crank 8, the purpose of which will hereinafter appear.

The cylinder 10 is provided with supporting feet 11 bolted to an extension 12 of the base 2, as shown at 13, said cylinder being open at both ends so as to admit of the reciprocatory movements of the oppositely moving pistons therein, said pistons not being shown. One of the pistons is connected by a piston rod 14C to the central crank 8 of the shaft 5. The other piston has the rod thereof connected to a sliding cross head 15 which is connected by rods 16 at opposite sides of the cylinder to the cranks 9 of the shaft 5. In this way, the movement of both pistons is transmitted to the crank shaft 5, the gas being admitted to the cylinder at a point between the pistons from a valve chest 17 located at one side of the cylinder', as shown in Figs. 1 and 2.

The cross head 15 is mounted to slide in guide ways 18 in a cylindrical extension 19 of the cylinder, said extension forming the cross head guide and being provided at its inner end with a iiange 20 secured by cap screws 21, or their equivalent, to the cylinder 10. The cross head guide or extension 19'is supported by a saddle 22 which' is bolted, as shown at 23, to the extension 12 of the base 2.

24 designates thek gasolene supply tank, from which a gasolene feed pipe 25 leads to a carbureter 26 provided with an air nozzle 274 and a needle valve 28. The carbureter discharges into the valve chest 17 which communicates with the center of the cylinder by means of a suitable port, and is provided in one end thereof with an admission valve 29, and in the opposite end thereof with an exhaust valve 30 which opens and closes the exhaust pipe 3l leading to a suitable muliier 32.

33 designatesa water tank which receives the water through a pipe 34 near the top thereof from the water jacket surrounding the cylinder 10, said water jacket being of the usual construction and arrangement. From the bottom portion of the tank a water pipe 35 leads to the water jacket, and interposed in said pipe 34 is a pump 36, the piston rod or stem 37 of which is connected to the cross head 15. In this way, a forced circulation of water is maintained between the tank 33 and the water jacket of the cylinder, maintaining the cylinder in a cool condition.

38 designates the battery box, in which any desired form of battery may be placed, said box being equipped with a suitable switch 39 for cutting in and cutting out the current, 40, 41 and 42 designating the wires leading to the appropriate parts of the engine for furnishing the ignition current.

vIn carrying out the present invention, the exhaust valve 30 has extending therefrom a valve rod 43 which passes through one or more guides 44, and is provided with an enlarged end portion 45 having journaled in the end thereof an anti-friction roller 46 which is operated upon by a cam 47 on a cam shaft 48, hereinafter more particularly described. VThe valve rod 43 is supported by means of a swinging link 49, the upperend of which is pivotally connected to said rod, while the lower end is pivotally mounted on a bracket 50 attached to the base of the engine, as shown in Figs. 1 and 4.

The valve rod 43, or rather the enlarged portion 45 thereof, is provided in its upper surface with one or more teeth or shoulders 51 adapted to be engaged by the lower Vpointed extremity of a latch 52, shown as mounted for vertical movement in guides 53 of a latch frame 54, said frame being provided with a bottom flange 55, by which it is bolted or otherwise fastened to the top of the bracket 50, which is correspondingly flanged, as shown at 56. The latch 52 is normally upheld out of engagement with the member 43 by means of an expansion spring 57 coiled around the latch 52, as shown in Fig. 4, the tension of said spring being adjusted by means of a milled nut 58, whereby greater or less resistance may be given to the downward movement of the latch 52.

Mounted adjacent to the mechanism just described is a governor, comprising a supporting frame 59, in which is journaled a vertical governor shaft 60 provided with the usual weighted governor arms 61 and a sliding collar 62 connected to the arms 61 by links 63. The collar 62 is grooved to receive and coperate with a fork arm 64 which is fast on one end of a latch operating shaft 65. The shaft 65 also has fast thereon a crank arm 66 provided with a slotl 67, in which travels a pin 68 projecting laterally from the latch 52, as clearly shown in Fig. 4.

The governor shaft 60 is provided with a bevel pinion 69 which meshes with the side face of a compound gear 70, the peripheral face of which is toothed, as shown at 71, to mesh with and be driven by a spur gear wheel 72 on the crank shaft 5, motion in this way being transmitted to the governor in proportion to the speed of the crank shaft. lVhen the speed of the crank shaft exceeds a predetermined point, the collar 62 of the governor, in sliding upwardly, turns the latch operating shaft 65, and through the medium of the arm 66, the latch 52 is pressed downwardly, overcoming the tension of the spring 57 until the point of the latch engages a shoulder on the valve rod 43, which results in holding the exhaust valve open, permitting the engine to slow down, whereupon the governor mechanism allows the spring 51 to elevate the latch 52, thereby unlocking the valve rod 43 and permitting the engine to again pick up its normal speed, according to the load imposed thereon.

Secured to one side of the governor frame 59 is the base plate 73 of the igniter, Said base plate being provided with a lateral extension 74 provided with an opening to receive'the threaded stem 75 of a contact point holder 76, the contact point being shown in the form of an adjustable screw 77 provided at its lower end with a platinum point 78 which is located above an underlying platinum point 79 on the igniter arm 80, which is pivotally mounted, at 81, on the frame. The arm 80 is provided with a concaved lower face 82 which coperates with a cam 83 on the cam shaft 48, above referred t0, the arm 80 being normally held downwardly in engagement with the cam 83 by means of a coiled expansion spring 84 interposed between the upper side of said arm and a seat or lug 85 on the base plate 73. It will thus be seen, by reference to Fig. 5, that the contact points of the igniter are brought together once in each complete revolution of the cam shaft 48, and furthermore, in each complete revolution of said shaft, the cam 47 operates on the valve rod 43 to open the exhaust valve 30.

The extension 74 of the base plate 73 is provided with an insulating bushing 86 and an insulating washer 87, through which the threaded shank 7 5 of the holder 76 passes to prevent grounding the current, and said shank is also provided with a pair of nuts 88 and 89, between which the current wire is clamped, as shown in Fig. 6.

It will be noted from the foregoing description that the cams 47 and 83 are both on the same cam shaft 48, and that said shaft is driven by the gear wheels 71 and 72 from the crank shaft. l The wheel 71 is fastened to the shaft 48 by means of a set screw 90, so as to provide for turning said wheel on the shaft 48, and setting the same so as to effect the proper timing between the crank shaft and consequently the pistons and the igniter and exhaust valve operating mechanism.

It will be seen that in each complete revolution of the cam shaft 48, which in a four-cycle engine is driven at one-half the speed of the crank shaft, the igniter arm is elevated and depressed to form a spark, and the exhaust valve is opened to permit the exhaust to pass out from the valve chest 17 into the muflier 30 or to the atmosphere, as may be preferred. If desired, the cams 47 and 83 may be made in one piece, as indicated in F ig. 3, and, fastened to the shaft 48 by means of a set screw 91, thus providing for changing the timing of the valve and igniter mechanism by adjusting said cams axially around the cam shaft 48.

What is claimed is:

1. In an internal combustion engine, the combination with a cylinder, and a crank shaft, of an exhaust valve, a valve rod extending from said valve and having a shoulder on one side, a latch mounted above the said rod, means for holding the latch normally out of engagement with the shoulder` on the valve rod, a rock shaft provided with a crank arm having a slidable connection with the latch, a governor driven from the crank shaft, and operative connections between the governor and the said rock shaft.

2. In an -internal combustion engine, the

` gagement with said rod and adapted to hold the exhaust valve open, means to guide said latch in a rectilinear path, a governor,

a latch operating shaft having an arm connected with the latch and another arm actuated by the governor, spring means carried by the latch and arranged to resist movement of the latch by the governor, and an adjusting device arranged to vary the tension of said spring means.

3. The combination with a cylinder, and a crank shaft, of an exhaust valve for the cylinder, a valve rod extending therefrom, a cam shaft driven directly from the crank shaft and acting on said valve rod, an igniter arm pivoted at one end and extending over and bearing upon the cam shaft, and a contact point coperating with the free end of said igniter arm.

4. The combination with a cylinder, and

, a crank shaft, of an exhaust valve, a valve rod extending therefrom, a swinging support for the outer end of said rod, a cam shaft driven directly from the crank shaft and acting directly on the end of the valve rod, a governor driven by the cam shaft, and means actuated by the governor to hold the valve rod out of engagement with the cam shaft.

In testimony whereof, we affix our signatures, in the presence of two witnesses.

MILTON B. BATES. SAMUEL T. BATES. Witnesses:

W. H. LoNnLEss, J. W. CLAYTON.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents Washington, D. C. 

